Automatic car-stop.



A. TAURMAN.

AUTOMATIC CAR STOP.

APPLICATION FILED 0CT.2. l9l4.

1,200,270. Patented Oct. 3,1916,

3 SHEETS-SHEET 1- A. TAURMAN.

AUTOM A T|C,CAR STOP. APPLICATION FILED 0m. 2, 1914.

' Patented Oct. 3,1916.

3 SHEETS-SHEET 2.

A. TAURMAN.

AUTOMATIC CAR STOP.

APPLICATION min OCT- 2. I914.

Patented Oct. 3, 1916.

3 SHEETS-SHEET 3.

glwuemtoz Thu/"man UNITED STATES PATENT @FFIGEB ALPHONSO TAURMAN, 0FRIUE'EIYIOND, VIRGINIA.

AUTOMATIC CAR-STOP.

Specification of Letters Patent.

Patented Get. 3, 1918.

Application fiIed October 2, 1914. Serial No. 864,624.

To all whom it may concern Be it known that I, ALrHoNso TAUR- enableothers skilled in the art to which it appertains to make and use thesame. 7

This invention relates to an apparatus for automatically stopping cars,and whichis particularly adapted for use in connection with electricrailways employingcontinuous current for the propulsion of the cars,although I wish it to be understood that the invention is not limited inits useful application to this special class of railways.

In carrying out my invention I propose to provide an apparatus whichwill positively stop a car, ortra-in of cars, under certain conditionsat apredetermined place or station along the trackway irrespective ofany action on the part of the operatives in charge of the car or train.

In the present instance, merely by way of illustration, I have shown anddescribed my invention as employed in connection with a grade crossing,or at a place where two ways intersect, as it is in situations ofthischaracter that the invention will be found particularly useful. At agrade crossing, such for instance as where an electric railway trackcrosses a steam railway track, it is the usual rule to require a carortrain to come to a stop at the near side of the crossing and theflagman or conductor to leave the car or train and walk over the gradecrossing to the far side thereof to ascertain by inspection whether ornot the car or train may safely pass over the crossing atthe time. Ifthe way be clear, and the crossing consequently safe, the fiagman orconductor signals the motorman or engineer to bring the car or trainover the crossing. If, however, it be dangerous to cross theintersecting tracks at the particular time, because of the approach of atrain on the intersecting tracks, or for any other reason, the flagmanor conductor is supposed to signal the motorman or engineer to hold thecar or train, or not to take the crossing. This rule is made by railroadcompanies for the obvious purpose of preventing collisions or otherserious accidents at the crossing. However, it frequently happens thatthe conductor or fiagman fails to leave the car at the crossing, incompliance with this rule, or the motorman or engineer fails to stop thecar at the near side of the crossing to enable the conductor to alightfrom the car and make the necessary inspection of the crossing. Theresult is that the car or train travels over the crossing without firststopping at the near side thereof, and this breach of the rulessometimes results in serious collisions at the crossing causing death orinjury to the passengers and damageor equipment.

To obviate the liability of such accidents I provide the automatic carstopping apparatus forming the subject matter of this invention, andthis apparatus is intended to eliminate entirely reliance upontheoperatives of the cartaking the latter over the crossing withoutfirst coming to a stop at the near side of such'crossing. Nith myapparatus, should an attempt be made to eliminate the stop at the nearside of the crossing, the car will be automatically brought tostandstill before reaching the crossing 1 A further object of myinvention is the provision of an apparatus of this character, whichunder certain conditions hereinafter described will operate to stop thecar by simultaneously cutting off the power from the car, actuating thesanding device to sand the tracks and causmg the application of the airbrakes. At the same time the usual air b 'ake valve under the directcontrol of the motorman or engineer will be rendered inoperative,thereby preventing the premature release of the brakes and the usualmain circuit breakers of the car will be held open, thereby preventingthe restoration of power ,tothe car to propel the latter until theoperating mechanism, forming part of my invention, is restored to itsnormal position as hereinafter set forth. Furthermore, in the case ofelectric railways employing continuous current feeders or furnishing thepower for propelling the car, I. )ropose to make use of the currentcarried y such feeders for the purpose of placing in operation, undercertain conditions hereinafter mentioned, certain electricallycontrolled,

pneumatically operated car stopping devices carried by the car, thesedevices when so operated afiectively and automatically destruction tothe .tion of my invention, I

stopping the car. By using such current I dispense with the employmentof all auxiliary electrical equipment for furnishing the power foroperating the car stopping devices, such as batteries, relays and thelike.

A further object of my invention is the provision of an apparatus ofthis class which will embody the desired features of simplicity,eiiiciency, reliability and safety and which may be installed andmaintained at a relatively low cost.

l/Vith the above recited objects and others of a similar nature in view,my invention consists in the construction, combination and arrangementof parts set forth in and falling within the scope of the appendedclaims.

In the accompanying drawings: Figure l is a top plan view showing agrade crossing equipped with my invention. Fig. 2 is an end view. Fig. 3is a view illustrating conventionally and diagrammatically a straightair brake equipment for a car, in connection with the air pipe leadingto the track sanding device, the main circuit breakers and the air pipesleading thereto, and the electrical connections between the solenoidmagnet and the car. Fig. is a view showing diagrammatically theconductors from the trolley to the main circuit breakers of the car andalso showing an emergency switch operable from the car. Fig. 5 is a viewshowing in elevation the solenoid magnet, and illustrating inlongitudinal section the operating valve for controlling the flow of airto the circuit breakers, the sanding device and the brake cylinder. Fig.6 is a longitudinal sectional view takenthrough an air plunger fortripping a main circuit Fig. 7 1s a cross sectional view breaker. takenon the line 77 of Fig. 5. Fig. 8 is a horizontal sectional view takenthrough the switch, which serves as a fiagmans switch and is intended tobe located at the far side of the'crossing. Fig. 9 is a detail view inelevation of the stationary normally positive spring contact located atthe near side of the crossing.

Prior to entering into a detailed descripwill briefly state that in theform shown herein, I locate atthe near side of the grade crossing asuitable stationary, normally-positive contact member which is in anormally open circuit, the latter including the trolley wire orfeeder'wire which furnishes the power for the car. Acar traveling alongthe track carries a.negative contact member connected by an electricconductor with a solenoid magnet carried by the car, and when the car ismoved into position, under certain specific circumstances to bring itsnegativeconta-ct member into engagement with the stationary, positivecontact member, the circuit will be completed, provided a flag mansswitch located at the far side of the trackway is in its normally closedposition. When the circuit is completed the solenoid magnet is energizedto operate an air valve on the car which controls the flow of air tomain circuit breakers of the car, the track sanding devices and thebrake cylinder so that when the two contact members are brought intoengagement to close the circuit from the feeder wire through thesolenoid magnet, the air controlling valve will be operated to throw thecircuit breaker and cut off the power from the car, to permit thesanding devices to work, and to cause the application of the air brakesto stop the car. At the same time the movement of the valve toaccomplish the above recited ends, will prevent the release of thebrakes by the operation of the regular air valve under c0ntrol of themotorman so that the brakes cannot be prematurely released.

When the car has been brought to a stop by means of my apparatus itcannot be started again until the air controlling valve has beenrestored to its normal position by a person getting beneath the car andman ually actuating the solenoid plunger to move the air controllingvalve back to its normal position. Nor can power be restored to the carby closing the circuit break ers before the air controlling valve hasbeen restored to normal position, for the pressure of air in the plungercylinders of the circuit breakers will prevent the closing of thelatter. Now, it is to be understood that this automatic operation of thethree appliances above mentioned, only occurs when the car is notbrought to a stop by the motorman in response to a danger signal locatedat the near side of the crossing, this danger signal in the presentinstance comprising red electric lamps located in a normally closedlighting circuit supplied with current from the feeder wire. At the farside of the crossing is a clear signal comprising, in this instance,white electric lamps located in a normally open lighting circuit whichis also supplied with current from the feeder wire. The flagmans switch,above referred to as located at the far side of the crossing, controlsboth-these lighting circuits, as well as the circuit in which thestationary-contact at the near side of the crossing is located, and solong as this switch is in its normal closed position, the lightingcircuit of the danger signal will be closed and the red lightsdisplayed, while the lighting circuit of the clear si nal will be openand the white lamps extinguished, and at the same time the stationarycontact will be in circuit with the feederwire. N ow, if the car stopsin response to the danger signal, and the flagman or conductor traversesthe crossing and finds the way safe and clear he throws and holds openthe flagmans switch, thus cutting out or extinguishing the danger signallamps, lighting the clear signal lamps and opens the circuit between thefeeder wire and the stationary contact so that the motorman in responseto the clear signal may bring the car past the stationary contact andover the crossing without causing the automatic car stopping apparatusto work to stop the car. When the car has safely passed the crossing theflagmans switch is released, returning to its normal closed position,thereby again causing the danger signal to be displayed, the clearsignal to be extinguished, and the stationary contact to be placed incircuit with the feeder wire so that the apparatus is again restored tocondition for the protection of a subsequently approaching car equippedwith appliances forming part of my invention.

In the present instance I have illustrated in Fig. 1 a grade crossingincluding a doubletrack electric railway, but as I employ my inventionin connection with each track, a description of its application inconnection with one track and car will suiiice.

Referring now-to the accompanying drawings in detail, the letter Eindicates an electric railway track and S is a second track, forinstance, a steam railway track intersecting the track E and thusforming a grade crossing. An electric car on the track E is shown at O.Located alongside the track E adjacent the near side of the crossing isa pole 1 carrying the usual cross arm 2, from which is suspended thefeeder or trolley wire 3. This pole 1 also carries an arm 4 extendingover the track. Suspended from this arm 4 is a danger signal 5, in thepresent instance in the nature of red electric lamps, located in alighting circuit including a conductor 6 leading from the feeder wire 3to the fiagmans switch F, the conductor 7 leading from the flagmansswitch, through the conductor 8 tapped off from the conductor 7, throughthe lamps and conductor 9 to the ground. At the far side of the crossingand alongside the trackway F is a pole 10 which supports the flagmansswitch F and also supports a clear signal 11, in the present instance inthe nature of white electric lamps located in a lighting circuitincluding the conductor 6 leading from the feeder wire 3 to the switchF, the conductor 12 leading from the switch through the clear lamps 11to the ground.

Carried by the arm 4 adjacent the near side of the crossing is astationary, normallypositive spring contact member 13 which is bestshown in Fig. 9. This contact member 13 is also connected in circuitwith the feeder wire 3 through the conductor 6 leading from the feederwire to the flagmans switch F, the flagmans switch, the conductor 7 leading from the flagmans switch to the cor..

tact member 13.v The flagmans switch F which is located on the pole 10at the far side of the crossing, and which is adapted to bemanuallyoperated by the fla ginan or conductor is shown in detail in Fig. 8 andincludes a casing 14 in which moves the spring pressed stem 15 carryingthe contacts 16 to which is connected the conductor 6 passing throughthe stem 15 so that this contact 16 is always alive. Mounted within thecasing 14 and insulated therefrom is a contact member 17 with which thecontact 16 is normally held in engagement by means of the coil spring18. To this contact 17 is connected the conductor 7 leading to thestationary contact 13 at the near side of the crossing. W hen thecontact 14 of the switch is in en gagement with the contact 17 as isnormally the case, the lighting circuit for the danger signal iscomplete and the contact 13 is in circuit with the feeder wire 3. When,however, the stem 15 is forced inward against the action of the spring18 by the fiagman or conductor pressing on the head 19 of the stem thecontact 14 is moved out of engagement with the contact 17 and intoengagement with the contact 20, which is I also located in the casing 14and insulated therefrom. When the contact 14 is brought into engagementwith the contact 20 the lighting circuit for the clear signal lamps willbe completed, and," of course, the disengagement of the contact 14 withthe contact 17 has open circuited the danger signal and the contact 13from the feeder 3.

Mounted on the car C and suitably insulated therefrom is a negativecontact member 21 which may be of any preferred form, this contactmember being connected through a conductor 22 with the solenoid magnet23, suitably grounded at 24. Mounted adjacent the solenoid magnet is avalve casing 25 in which slides the valve 26, the stem 27 of which isconnected at 2Scto the plunger 29 of the solenoid magnet, the stempassing through a suitable stuiiing box 30 at the end of the casing. Thevalve casing 25 is provided with a port 31 through which air underpressure is admitted to the easing through the pipe 32 leading to theair reservoir R. The valve casing 25 is further provided with the ports33 and 34, the former being connected to the motormans valve M throughthe pipe line 35, while the port 34 is connected with the brake cylinderB through the pipe line 36. The valve casing 25 also has a port 37 withwhich communicates-a pipe 38 leading to the sanding device of the car,while 39 designates a pipe coupled as at 40 to the pipe 38 and coupledas at 41 to the pipe 42 leading to the plunger cylinders 43 of thecircuit breakers. In each of these cylinders 43 there works a smallplunger 44, the stem 45 of which is adapted to ctntact or engage withthe latch (Z of the main circuit breaker D. In its normal position theplunger 44 is forced out by the spring 46 so that the plunger does notinterfere with the latch of the circuit breaker, but when the plunger isforced inward through the pressure of air flowing through the pipe 42,the plunger will trip the circuit breaker latch (Z to open the circuitbreaker and cut off the power from the car. To prevent the air fromentering the pipe 39 during the ordinary operation of the sandingdevice, I provide the pipe 38 with a check valve d7 which is normallyclosed and prevents the air flowing to the pipe 39 from the pipe 38 inthe regular operation of the sanding device, for were not this valve L7,or some such device provided, air under pressure would, in the ordinaryor service operation of the sanding device, flow through the pipe 38,from right to left, and passing'through the pipe 39 would open the maincircuit breaker. The ports 33, 34 and 37 ofthe valve cylinder arecontrolled by the sliding valve 26 which has an elongated channel 26therein to permit the ordinary application of the brakes by thepassageof airfrom the motormans valve through the pipe 35, channel 26and pipe 36 to the brake cylinder B.-

From the above description, taken in connection with the accompanyingdrawings,

the construction andoperation of my in vention will be readily apparentto those skilled in the art. We will first assume a case where the carapproaching a crossing attempts to take such crossing without stoppingon the near side, thus violating therule of sending the fiagman over thecrossing. As the traveling car approaches the crossing the danger signalis, of course d isplayed and the stationary, normally-p0sit1ve contactis in circuit with the feeder wires. As the motorman, disregarding thedanger signal, brings the car beneath the-stationary contact, thenegative contact on the car engages with this stationary contact.Immediately the circuit is closed from the feeder wire to the groundthrough the flagmans switch and the contacts, thus energizing thesolenoid magnet 23 so that the valve 26 is pulled to the left in Fig. 5,thus bringing the bridge piece 26 over the port 33 to cut off themotormans valve M, and at the same time the ports 3% and 37 are openedso that the air under pressurefrom the reservoir B may pass through thevalve casing and then to the plunger cylinders of the circuit breaker,the pipe leading to the sanding device and the'pipe leading to the brakecylinder B thus simultaneously cutting off the power from the car,operating the sanding device and applying the brakes, thus bringing thecar or train to a standstill before it reaches the crossing. Thepressure of air in the-plunger cylinders of the main circuit breakerswill now prevent the closing of these circuit breakers so that the powercannot be restored to the car at this time. Furthermore, the brakescannot be released until the small valve actuated by the solenoid hasbeen manually restored to its normal position. Let us presume, however,that in case of a car approaching the crossing the motorman, in responseto the red lights or danger signal brings thecar to a stop beforereaching a position where the contact on the car will engage thestationary contact along the track. The conductor or flagman leaving thecar traverses the grade crossing, and if he finds the way safe andclear, he opens the flagmans switch by pressing in on the head 19 of thestem thereof, as before described, thereby open-circuiting the dangersignal, eX-' tinguishing the lights and open-circuiting the stationarycontactor from the feed wire, and at the same time closing the circuitfrom the feed wire to the ground through the clear signal, lighting thelatter and thus notifying the motorman that he may brin the car over the-grade crossing. IVhen the car has passed over the crossing in safety,the fiagman or conductor releases the flagmans switch, thus againopening the circuit of the clear signal and extinguishing the latter andclosing the circuits of the clanger signal and the stationary contactorwith the feed wire, thus restoring the parts of the apparatus at thetrackway in condition for subsequent operation.

Onhigh speed lines it is advisable to have two stopping points, whichmight be. called a distant stop and a home stop, the home stop being theone nearest the cross ing and the distant stop being located asufficient distance from the home stop to insure the train or car beingunder control of the motor-man or engineer when approaching the homestop. As the apparatus along the t *a ckway for these two stops would beidentical, and the same as that de scribed for the single stop hereinshown, it is rmnecessary to describe the apparatus for the extra stop indetail. Circumstances may arise where it is desirable to enable themotor-man or conductor to stop the car in an emergency by operating themain circuit breaker, the sanding device and the air brakes with myinvention, and from the car. To accomplish this, I provide the arrangement shown in Fig. 4 wherein a conductor 50 leads from the trolley wireof the car shown at 51 to a spring switch 52 normally open, but whichmay be closed by the conductor or motorman pulling a cord 53 oroperating other suitable means, thus closing a circuit through thesolenoid from the trolley wire "on the car, and causing the operation ofthe car stopping appliances. This switch 52 may be suitably located onthe car, and any means may be employed for en abling the motorman orconductor to operate the same. c

While I have herein shown and described one particular embodiment of myinvention, I wish it to be understood that I do not confine myself toall the precisedetails or" con.- struction herein set forth by way ofillustration, as modification and variation may be made withoutdeparting from the spirit of the invention or exceeding the scope of theappended claims, I

What I claim is: 7

Ti. In an electric railway. system including a track having a dangerpoint, an electric car adapted to travel along the track, brakingmechanism on the car, a power circuit for supplying current to move thecar along the track, a stationary contact adjacent the track on one sideof the danger point-and normally in communication with and energized bythe power circuit, a normally deenergized circuit on the car, meansincluding a de'elnergized contact engageable with the stationarycontact, adapted to place the power circuit in communication with thedeenergized circuit to energize the latter and cause the operation ofthe braking mechanism to stop the car, and manually operable means onthe opposite side of the danger point for breaking communication betweenthe stationary contact and the power circuit.

2. In an electricrailway system including a track having a danger point,a car adapted to travel along the track, braking mechanism for the car,a power circuit for driving the car, a stationary contact on one side ofthe danger point and normally in communication with the power circuit, anormally deenergized contact on the car, means electrically connectedwith the deenergized contact adapted to be energized to apply the brakeswhen the deenergized contact is engaged with the energized contact andmanually operable means on the opposite side of the danger point fiordeenergizing the stationary contact to prevent the operation of themeans for setting the brakes.

3. In an electric railway system including a track having a dangerpoint, a car adapted to travel along the track, a car stopping device onthe car, a power circuit to supply current to the car to move the latteralong the track, a normally deenergized circuit on the car, meansadapted to place the power circuit in communication with the deenergizedcircuit on the car and including a stationary contact on one side of thedanger point normally in communication with the power circuit, mechanismfor operating on the stopping device of the car when the power circuitis placed in communication with the-deenergized circuit on the car, andmeans on the opposite Side of the danger point for breaking communica:

tion between the stationary contact and the power circuit.

4. In an electric railway system including a track having a dangerpoint, a car adapted totravel along the track, a car stopping device onthe car, a power circuit to supply current tothe caruto move the latteralong the track, a normally deenergized circuit on the car, meansincluding a stationary contact on one side of the danger point normallyenergized by the power circuit and independent of the movement of anyother cars or trains adapted to place the power circuit incommunicationwith the denergized circuit on the car, mechanism foroperating the stopping device of the car when the power circuit isplaced in communication with the deenergized circuit on the car, andmanually operable means remote from the car-on the opposite side of thedanger point for preventing the power circuit being placed incommunication with the deenergized circuit on the car at certain'times.

5. In an electric railway system, a car adapted to travel along a track,a car stopping device on the car, manually actuated mechanism forcontrolling the carstopping device, a normally energized contact placedalong the track, a normally set danger signal in communication with thepower circuit that drives the car, and means remote from the caroperable to denergize the normally energized contact to prevent the operation of the car stopping device on the car.

6. In an electricrailway system including a track having a danger point,the combination with a car adapted to travel along the track, said carhaving the usual air brake equipment including the main reservoir, thebrake cylinder and the engineers air valve, of a power circuit for thecar, a normally energized stationary contact in the power circuit on oneside of the danger point, an electro-magnet on the car, a nor-c mallyde'e' nergized contact in circuit with the electro-magnet and adaptedwhen engaged with the stationary contactto place the electro-magnet incircuit with the power circuit to place the air pressure of themainreservoir in direct communication with the brake cylinder and cut oilcommunication between the engineers valve and the brake cylinder, andmanually operable means on the opposite side of the danger point forbreaking electrical communication between the stationary. contact andthe power circuit to prevent the operation of the electrical magnet.

7. In an electrical railway system, a car adapted to travel along atrack, a power circuit for the car, a stationary contact locatedalongside the track and normally energized by the current of the powercircuit, signal d vices also in the p w r circuit and normally displayedat'danger when the contact is energized, a normally deenergized contacton the car, car stopping devices located in an electric circuit with thedeenergized contact of the carwhereby when the deenergized contactengages with the normally energized stationary contact, said carstopping devices will be actuated to stop the car, and a remote switchadapted to be operated to deenergize the normally energized stationarycontact and to simultaneously display the signal at clear.

8. In an electric railway system, an electric car adapted to travelalong a track and having suitable braking mechanism, suitable powercontrolling mechanism, and a suitable sanding device, a power circuitfor supplying current to the motors of the car, a pneumatic valveassociated with and controlling said braking mechanism, powercontrolling mechanism and sanding device, a secondary normallydeenergized circuit on the car and including a magnet adapted whenenergized to operate said valve, and means on the car, independent ofthe usual manually operable controlling devices of the brakingmechanism, the controlling mechanism and the sanding devices, adapted tobe operated to place the secondary circuit in communication with thepower circuit and thereby energize the magnet and. operate the valve toout On the power from the motors, sand. the track and apply the brakessimultaneously. v r

9. In an electric railway system provided with a track having a dangerpoint, an elect' ic car adapted totravel along, said track, and having acar stopping mechanism, a

. i normally open circuit including a contact carried by-the carandarranged to actuate the car stopping mechanism when closed, anormally energized circuit including a stationary contact on one side ofthe danger point and in. the path of he car supported centact, andmanually operable means'on the opposite side of the danger point tobreak said last circuit.

i 10. In an electric railway system includ- 7 ing a. track having adanger point, an electric car adapted to travel along said track andprovided with braking mechanlsm, a normally dee'nergized open electrlcClICUlt' 7 including a contact and carried by the car for controllingthe braking mechanism, said mechanism being operable upon energizationCopies of this patent may be obtained for five cents of said circuit,and a normally energized electric circuit including a fixed contact onone side of the danger point and in the path of the car supportedcontact and a normally closed manually operable circuit breaker on theopposite side of the danger point.

11. In an electric railway system including a track having a dangerpoint, an electric car adapted to travel .along said track and providedwith braking mechanism, a normally deenergized open electric circuitincluding a contact and carried by the car for controlling the brakingmechanism, said mechanism being operable upon energization of saidcircuit, and a normally energized electric circuit including a fixedcontact on one side of the danger point and in the path of the carsupported contact and a normally closed manually operable circuitbreaker on the opposite side of the danger point. the last-mentionedcircuit including a danger signal.

r 12. Inan electric railway system including a track having a dangerpoint, an electric car adapted to travel along said track and providedwith braking mechanism, a normally deenergized open electric circuitincluding a contact and carried by the car for controlling the brakingmechanism, said mechanismvbeing operable upon energization of saidcircuit, and a normally energized electric circuit including a fiXedcontact on one side of the dangerpoint and in the path of the carsupported contact and a normally closed manually operable circuitbreaker on the opposite side of the danger point, the last-mentionedcircuit including a danger signal and a normally open electric circuitincluding a clear signal and adapted to be closed by the movement of thecircuit breaker in opening the energized circuit.

. 13. In an electric railway system includinga track having adangerpoint, car circuit controlling means located on one side of thedanger point, and manually operable means for 'renderingthe controllingmeans ineffective operable only from the other side ALPHONSO TAURMAN.

Witnesses R. B. CAvANAeH,

M. E. Han'rLnY.

each, by addressing the Commissioner of Patents,

Washington, D. G.

